Power-controlling mechanism.



W. R. MQKEEN, J2. POWER CONTROLLING MECHANISM.

APPLICATION FILED SEPT. 24, 1907.

Patented Sept. 5, 1911 G SHEETS-SHEET 1.

INVENTOH W. R. MoKEEN, JR. POWER CONTROLLING MECHANISM.

APPLICATION FILED SEPT. 24, 1907.

Patented Sept. 5,1911.

6 SHEETS-SHEET 2.

| llllllll WITNESSES W. R. MoKEEN, JB.

POWER CONTROLLING MECHANISM. APPLICATION mum snrm. 244901.

1,002,597, Pa tented Sept. 5, 1911.

6 SHEETS-SHEET 3.

I :2" v limvir M Mm m 1.,-

I ATTOH Ers- W. R. MGKBEN, JR. POWER CONTROLLING MECHANISM,

urmouxon rum) snrr. 24,1007.

1,0Q2,597. Patented Sept; 5,1911.

.W. R. MOKEBN, R POWER CONTROLLING MECHANISM. APPLICATION TILED B19124, 1901.

Patented Sept. 5, 1911 6 SHEETS-SHEET 5.

A TTOI? E YS W. R. MOKEEN, J11. POWER CONTROLLING MECHANISM,

APPLICATION FILED SEPTA-1,1907.

Patented Sept. 5, 1911.

INVENTO LTTOAEYS UNITED .STATITES PATENT OFFICE.

WILLIAM R. MCKEEN, 31h, OF OMAHA, NEBRASKA, ASSIGNOR, BY MESN'E ASSIGNMENTS, TO llloKIlllIEllfl' MOTOR CAR COMRAN'Y, OF OMAHA, NEBRASKA, A CORPORATION OF NEW JERSEY.

POWER-GONTROLLING MECHANISM.

,Specification of Letters Patent.

Patented sept. 5, 1911.

Application filed September 24, 1907. Serial No. 394,356.

To all who'm ltnwy concern:

Be it known that I, VVILLTAM R. McKnnn, J12, residing at Omaha, in the county of l )ou'glas and State of Nebraska, have inventd certain new ,and useful Improve meats in PowcnControlling Mechanism, of

which the followingis a full, clear, and exact description, suchwill enable others skilled in the art. to which it appertains to make and use the scum.

"lhis invention whites to power control ling mechanism. One of the object thereof is to provide etiicient and readily inanipulatcd means of control for power transmitting mechanism.

A1mther-object to providecontrolling means of the above type adapted to be operated with a m-ininmni of manual labor.

Anoiher object is to provi'de practical oon-- 'irollirq means of the. type first mentioned which shall be of compact cmistructirm and thoroughly reliable action.

Auotller object to provide means of the above .typ'cs adapted for use in connection with motor cars. Otl objects will be in part obvious and in part pointed out here- -inafter.

The invention. acr-m'dingly consists in the features of construction, combinations of elements and arrangement ofparts which will be exemplified in the mechanism hereinafter described and the scope of the application of which will-be indicated in the following claims.

In the accompanying drawings, wherein is shown one of various possible embodiments of my inventiom l igure 1 is an elevation of the same, certain parts being broken away to show the structure more clearly, and

certain parts being diagrammatically represent-edm order to avoid confusion. Fig; 2

is a plan artially in section of certain arts shown in wig. 1. .Fig. 3 is a sectional e evation of a controlling valve and operating moans therefor. Fig. 45 is a cross section taken on .the line Fig. 3. Fig. 5 is an end elevation of the parts shown in Fig. 3. Fig. 6 is agplan of the parts shown in Fig. .3 with the valve and valve chesb removed. Fig. 7 is a. diagrammatic plan of a valve. Figs. 8 to 11 inclusive are diagrammatic views showing the valve in different po'si' tions.

dent.

. Similar reference characters refer to similar parts throughout the several views.

This invention will be most readily unclerstood if the following facts be borne in mind: In the case of self-propelled vehicles of various types, and particularly those adapted to travel upon rails, the cost to the operating parties due to accidental injuries both within and without jthe vehicle is often so high as to hear a considerable proportion to the total running expenses. This is peculiarly true inlit helj case of cars of various types driven upon small railways and the branch lines of larger systems in which, on

account of the, comparatively small traffic, 1

it is inexpedient to take the precautionary measures, as the elimination of grade crossings and provision of gates, which obtain in the case of large trunk lines. If this heavy item of expense is to be reduced, it is essential that the car be under instant control, and that it be possible-to stop the same by the simplest manipulation of the most reliable mechanism. This is true even in the case in which skilled engineers are employed, as experience has proved that Where it is necessary to manipulate a number of parts with the greatest speed, as'to avoid accident, there is a likelihood of confusion arising, irrespective of the character of the engineer or motorman.

and stopping operations he performed in the shortest practicable space of time. Another feature of interestat this point ission mechanism, if manual energy be de-' pended upon for throwing the parts, not only is there a considerable expenditure of labor required, but there is a considerable amount of time consumed in. 'putting forth the required effort, and this often in the case where an instants delay may result in acci- The above and other defects are avoided and many positive advantages at.-

.tained in constructions of the nature of that hereinafter described.

Referring now to panying drawings there are shown .trucljr I wheels 1 connected ,by the axle 2.;

Fig. 1 of the accom-v that, in the case of heavy power transmiswood.

mounted upon axle 2 is a sleeve 3 having journaled thereon a sprocket wheel 4 of any desired form which may be connected in any desired manner, as by a sprocket chain, to' a source of power.

on its circumference flange 6 provided with wear-blocks 7, as of and connected therewith, as by the bolts 12, .the heads 01 which rest against .-'the inner surface of the member 11. Upon the outer ends of bolts 12 there are held, las-by lock nuts 13, collars 14 provided with recesses 15. Fitted within each of these recesses and having its opposite end portions taking into a similar recess in 'the member 10'is the enlarged free end 16 of an actuating lever 17 havinghits inner end bolted or otherwise connected to a sleeve 18 loosely mounted upon the axle 2.

As the outer portions 16 forked about the bolts 12 'are of elongated shape, it will readily be seen that, if the same are rocked, as by a sliding movement of the sleeve 18, the distance between the collars 14 and the member 10 is varied, with a consequent variation in the distance between the opposing surfaces of the outer portions of members 10 and 11,'springs 19 being preferably interposed between these parts t'o-take up all lost motion. In this manner, according to the position of the sleeve 18- upon ax e 2, the members 10 and 11 are eith.er separated, permitting" the flanged art 6 to pass freely between them, or are orced together, thus clamping the flan I e and locking the carrier 5 to the clutc -member 9 with a de cc of firmness corresponding to the intensity of the pressure exertedupon' i this flange.

' Sleeve 18 is provided with a looseor I band 20 upon which are formed trunnions 21' resting within the slotted ends ofa,

The *latterpis a rigid frame around sleeve '3 and u on the axle at 27. This frame is providetfWit-h a laterally projecting portion 28, best shown in Fig. 2, the endof which is resiliently mounted upon the truck-frame forked, actuatingdever 22. pivoted as at 23 to arms 24 of in any desired manner Keyed upon-sleeve" 3 is a gear 29 intermeshing with a gear 30.fixed upon a short counter'shaft 31 journaledwithin the ex- "tending portion 28 of the frame 25. Likewise fixed upon shaft 31 is a gear 32 intermeshing with a gear 33 loosely mounted Bolted to gear or sprocket wheel 4 is a clutch-carrier 5 having bolted an inwardly-disposed formed on these parts.

' In like manner, the

upon the axle 2, the proportions 'of these j sev eral gears being such as to drive, or .cause tobe driven, the gears 29 and 33 at different rates of speed.

Slidably mounted upon the axle 2 and keyed thereto, is a double-faced clutchmember 34 provided with teeth 35adapted toengage co-acting teeth 36 and 37 upon gears 29 and 33 respectively, the latter membersbeing so spaced as to permit the clutchmember 34- to be thrown into engagement with either one or the other separately or to assume an intermediate position in which it is free from both. It will be noted that the several teeth are slightly undercut,'so as to ada clutch-mem ers when in engagement automatically to tend to draw thecfo-acting member toward itself. The,move,rnent of clutch-member 34 is accomplished through a loose ring 38, fitted therein and provided with trunnions 39 resting within slots in the lower end'of a forkedshipping-lever 4Q pivoted to'th'e frame 25 at 41.

Levers 22 and 40 are preferably ada ted to receive extensions 42 and-43 by w 'ch the same may be manipulated if; desired.

-In the preferred use of the above-described t each of the corresponding apparatus, however, I employ c linders 44 and 45 resting within a depres'se portion of the frame 25 and rigidly bolted thereto through flanges 46 and 47 respectively As the construction of these cylinders is substantially identical, that. of one only-will be herein described. Cylinder 44 is provided with a piston 48 of any desired. type havin packing means 49 co-acting with the cylin er walls. rod 50 is held upon the piston, as by shoulder 51 and,nut 52 and passes through a stuflin box. 53 of any desired form, the entire 'hea of the cylinder being tapped within .the'

walls as at 54 for the purposes of permitting a ready removal of the piston. The outer end of piston rod 50 isconnected withle'ver 22 as'by the link 55, and it will thus be seen that u onthe iston bein end 0 the cyiinder to t e other, a corresponding movement of the sleeve 18" upon the axle 2 will take place and the frict1on- -clutch will-be thrown in or out'and to any desired degree, depending upon the direction and force of movement of the piston.

within'cylinder 45 controls lag the relation of the double-face clutch-member 34 to the co-acting parts.

piston rod 56,1eading;

'its position 9 A piston forced from one I Leading to both ends of both-of the .cyl-

inders 44; and 45 are conduits 57, 58, 59 and 60, the passage throu h theconduit 58 bemg bifurcated'as in icated. diagrammati- I ca ly at- 61 for a purpose hereinafter de-,

. scribed. Conduit 57 leadsito aport62 preferably-"offset with reference to the ports-'63 and 64 connected with the two branches of provided to a space of relatively low pres sure as con-tradistinguislied from the meaning of the expression source of compressed fluid supply.

.Mounted upon the valve-seat (l8 valve 69, preferably of the form shown, which is of a eneral D shape but provided with a slot 0 which passes entirely through the valve and ada "lied to coect with the port 62 An inwardly proj cg portion 'ill also provided for a pm. se hereinafter dc scribed, this part being" substantially in alincment with the several ports 63, 64%, 65

and (i6.

Bolted upon the valve-seat 68 is a valve chest 72 adapted to communicate, as by the conduit or tube 73 with any source of compressed fiuid supply 74;.

Passing through a suitable stufiing box in the "HIVBrCllflSl; 72 is a valvespindle 75 restin between the lugs 76 formedupon the valve and adjustably held in position as by the nuts 77 and 78. The outer end of valve spindle '75 rests within a hand lever 79 and is held as the bolt 80 passing through the slot 81. The lower end of lever 79 is pivot ally mounted at 82 by means of the bolt 83 upon which is likewise mounted a pair of brace rods 84, the upper ends'of which con verge and are bolted to a. locking sector 85 which passes through t e'slot 86 formed in thelever and is bolted at its inner end to the posts 87. Pivotally mounted uponhand lever 79 is a latch or'dog 88 adapted to coact with notches formed in the locking sector, a spring '89 being preferably provided to tend to throw the dog into'lockmg position. These notches are preferably five in number, spaced substantially as shown, and the central of these-notches 90 corresponds to mid osition of the valve shown-in Fig. 7 in w ich the port 62 is open to the valvechest through the slot 70 Ports 63 and 64 are open to the exhaust port 67, which is of such width as to extend beyond the projection- 71, and ports 65 and 66 are covered by the valve.

away from the'valve chest" so as coco-act- Upon the lever being thrown with the notch 91, the valve is thrown into a position shown in Fig. 8 in which the'ports 66 and 62 are open to the valve chest and ports '63, 64 and 65 arewithin the valve and open to the exhaust.-

lithe-hand lever now 48 thus unopposed. By "reason of the cov- 'nections of the other ports remuimn be thrown so as to interlock with the notch 92, the ports 66 and 63 will be open to the valu -chest and, consequently, to the source of fluid supply, the ports 62 and 65 will be in communication with the exhaust, and ll c port 64-. will be covered by the projection 71 upon the valve; Assuming the lever 79 to be returned to its central position, if it be thrown txiwurd the valve-chest to nohi hv 93, see Fig. 10, ports 63, 64 and 66 opened to the exhaust, whereas ports (in and 62 communicate with the vulve-chest and, hence, the sourceof compressed fluid supply. Upon the valve assuming the extreme position, corresponding to the notch 9t, as shown in Fig. 11, ports 66 and 62 are opened to theexli aust, ports 64 and 65 are opened to the valve chest, and the port 63 is closed by the projecting portion 71.

The above discussion of the several predetermined positions of the valve corre-- spending to the positions of the lever 79 in which it locked by dog 88 is given merely to render the construction and relative disposition of the several elements clear, and the functions accomplished by these parts upon, being disposed as above described will.

be hereinafter set fort-11. I

The operation and method of use of the above described embodiment of my invcn tion is substantially as follows: Assu1'ning the lever 79 in mid positmn co-ucting with the notch 90, it will be seen that by reason of, the compressed fluid passing through port'62 and conduit 57 to the crank end of the cylinder 44, the piston will be thrown to its innermost position, with a corresponding outward movement of the sleeve 18 which, in this illustrative embodiment, is

assumed to effect a release of the friction clutch by including the portion 16 of the;-

levers 17 between the members within which it" is fitted and thus permitting the same to approach more closely and the members 10 and 11 to be thrown apart, as by the springs 19. The conduit 58 leading; to

the ports 63 and 64 is, in this case, open to the exhaust, and the movement of piston ering of the ports 65 and 66, the piston ind cylinder 45 1S forced in neither direct ion q with the valve disposed as above and clutchmember 34may be assumed to be in mid position. If now the lever 79 be moved to I the notch 91, the port 66 is opento the pres-Q 2 sure and the port 65 to the exhaustyt he con;

changed'by reason "of the elongated s 0t 70 with which the port 62 (Lo-acts,

pressure' eing admitted to one side thereof and the. other siddbeingopened tothe exhaust, is instantly thrownm suchdirection asto cause the-clutch-mcmbei- 34 to engage:

with. the am-u m gear hence complete the transmission at the lower speed from the friction clutch -to the wheels 1. The latter clutch, however, is, as above explained in open condition, and no power is transmitted to the co-aeting clutch teeth, thus avoiding undue stress and the chance of stripping the same. In order, however, to cushion such shock as may be occasioned by the momentum of the parts, assuming the same to be rotating idly, the entire frame 25 is adapted to tend to swing about the axle 2 and is resiliently mounted upon the truck as above described, thus permitting a slight movement of the entire back gearing about the axle and tending to cushion any shock brought upon the positive clutch-members due to difference in speed of the same when thrown into engagement. Upon the lever 79 being thrown to the extreme notch 92, the port 63 is opened to the pressure, ports 62 and 65 to the exhaust,

and port 64 covered as above described by i the projection 71, thus preventing the blowing of compressed air or other fluid through the two legs of the conduit 58 directly from the source of supply to the exhaust. Owing to conduit 58 being thus opened to the pressure and conduit 57 to the exhaust, the piston 48 is thrown to'the opposite end of the cylinder and the friction clutch thrown in by reason of the clamping of the flange 6 as above'set forth. Upon lever 79 being returned to. mid osition, the friction clutch is first thrown oif and the communication of 'thecylinde'r with the pressure, closed, as- Upon moving the handabove set forth. lever inthe opposite direction from its mid position, a'serles of operations takes.place which'is substantially identical, with that above described, witht-he exception that the connections of the ports 65 and 64 are reversed, resulting in the throwing of the clutch member 34 in the opposite direction, and the transmission of power at the higher speed; it being assumed that gear 33 is driven more slowly than gear 29.

It will thus be seen that I have provided means whereby the several objects of my invention; are fully accomplished, and that tions in the above sequence.

required, moreover, to throw the parts of 60.

these means are of the simplest and yet most efficient construction. By mere manipulation of a single lever, the speed is first determined and the power then thrown on,

and if. it be desired to change this speed,

the power isthrown off, the speed changed, and the power thrown on again, these means acting automatically to provide the opera- No effort is the heaviest transmission "and the control- 1mg as well as actlve parts of this transmission are as compactly disposed as is consistent with the'highest efficiency and the .desired readiness of access.

The entire mechanism, while possessln'g "said source of power and of said fluid-actuate advantageous features capable of broad ap plication, is nevertheless peculiarly adapted for use in connection with the previouslymentioned art, many of the defects of which it is well adapted to eliminate.

As many changes could be made in the above construction and many apparently widely different embodiments of my invention could be made without departing from the scope thereof, I intend that all matter contained in the above description or shown in the accompanyin drawings shall be interpreted as illustrative and not in a limiting sense. I desire it also to be understood that the language used in the following claims is intended to cover all of the generic and specific features of the in.- vention hereindescribed and all statements of the scope of the invention, which, as a matter of language, might be said to fall therebetween.

Certain features herein shown and (le' scribed are shown, described and claimed in my Patent No. 973,365, granted and issued October 18 1910, and accordingly '1,. In mechanism of the class described,

in combination, a sourceof power, a driven member, means adapted to connect said source of power to said driven member comprising a. positive clutch ,interposed between id driven memher, and a'single means a apted' automatically to disconnect said source of power prior to the throwing of said clutch and throw said clutch, said last means-compris ing a fluid-actuated member and valve mechanism controlling the flow -of fluid thereto. 1

' 2. In mechanism of the class described, in combination, a source of power, a driven member, power-transmitting means adapted to connect said source of pewer to said driven member comprising a clutch and speed-change gearing, fluid-actuated means controlling the, actuation of said clutch,'.

fluid-actuated means controlling said speedchange gearing, and a single valve mechanism controlling the (passage of fluid to both means.

3. In 'mechanism of the class described, in combination, a source of power, a driven member, power-transmitting means adaptedv to connect said source of power tosa d driven member comprising a clutch and speed-change gearing, fluid controlled meanscontrolling the actuation of said clutch and the setting of said s source of fluid-su p y, and a single valve peed-change gearing, a

mechanism contro hug the vflow of fluid to and from said fluid-actuated means and so formed as upon movement in one directionsuccessively to connect said speed-change gearing and throw in said clutch and upon being retin'ned successively to throw out said clutch and disconi'ieet said'speed-change gearing.

4. In mechanism of the described, in combination, a source of power, a driven member, po ver-transmitti11g.means adapted to connect said source of power-andsaid driven member comprisinga pair of relatively movable members through which the power is transn'litted, a cylinder, :1 piston in said cylinder, means connecting said piston with one of said relatively movable members, means provided with passages leading to each side of said piston, and means adapted at-Will to open each of said passages to said s ource of supply and the other of said passages to the exhaust.

In mechanism of the class described, in combination, a source of power, a driven I member, power-transmitting means adapted to connect said source. of power and said driven member comprising a pair of'relatively movable members through which the power 1.5 transmitted, a cylinder, a piston in said cylinder, means connecting said piston "with one of said movable members, means provided with passages leading to each side of said piston, a source of compressed fluidsupply, a valve adapted in a predetermined position to close both of said passages to said source of supply, and means adapted at will to move said valve and open either of said cylinder to the exhaust, and, upon a) said 'iassages.

6. In mechanism of the class described, in COlTllJllliltlOll, a source of power, a driven member, powtar-transmitting means adapted to connect said source of power and driven member comprising a pair of rela' tively movable memltiers through 'WlllCll the porter is transmitted, a cylinder, a piston in saidcylinder, means connecting said piston with one of said movable members, means provided with passages leading to each. side of said piston, afiiiurcebf compressed fluidsupply, ayalve adaptediua predetermined position to close both of said passages to said source of supply, and means adapted at will, to more said valve and open either of said passages and simultaneously open the other of said passages-to the exhaust.

7.111 mechanism of, the class described, in combination, a sour ;e of power, adriven D'Nllll'JOI', power-transmitting means adapted to connect said source of power and said driven men'iber comprisin a pair of rela-' tivcly movable members tirough which the power is transmitted, a cylinder, a piston in said cylinder, means connecting said piston with one, of said movable members, means provided with a passage leading to said cylinder at one side of said piston, means provided with'a pair of passages leading to theother side of said jpiston, a

sages at will, said means being adapted upon fluid being admitted through said first passage to open one of said second passages to the exhaust and upon fluid being admitted through one of said second passages to open said first passage to the exhaust, and

means adapted to prevent the simultaneous opening of one of said second passages to said source 0:t supply and the other thereof to the exhaust.

8. In mechanism of the class described, in 30 transmitti'n means com )risin ositivean. D

combination, asource of power, a member adapted to be driven therefrom, powertransmitting means comprisingpositiv'e and friction clutches interposed between and connecting said source of power and said 35 driven member, apair of cylinders, pistons within each of said cylinders, said wistons being 1' spectively connected wit and adapted. to actuate said positive and. said friction clutches, means provided with. a

plurality of passages leadingto each. of saidcylinders, one of said passages leading to each of said cylinders at I each side of each of said pistons, asource of compressed. fiirid supply, and means adapted,

upon movement from. a predetermined posit-ion, toopen one of'said passages leading to onset said cylinders to said sourceofi supply and the other of said passages-ceding to supply and the remaining passage leading to said last-mentioned cylinder to the exhaust.'

9. In mechanism of the class described, in combination, a. source of power, a member adapted to be driven therefrom, power friction clutches interposed between and connecting said source of power and s'aiddriven member, a pair of :ylinders, pist ns transmitting means comprising posit ve and Within each of said cylinders, said pisto s being respectively connected with and adapted to actuate said positive and said friction clutches, means provided vvith a plurality of passages leading to each of said cylinders; one of said passages leading,, to;

each of-said cylinders at each side of said 1 pistons, a source of compressed fluid supply,

and a single means adapted successively to connect either of said passages leading to one of saidcvlinders to said source of supply.

and one ofsaid passages leading to theother 5 of said. cylinders to said source of sup v ly, 10. In mechanism of theclass descri d,

in combination, a source ofpower, amember adapted to be driven .Y theiiefrom, powerv friction-clutches interposed between-and c011; i

nect-ing said source of power and said driven member, a pair of cylinders, pistons within each of said cylinders, said pistons being respectively connected with and adapted to actuate said positive and said friction clutches, means provided with a plurality of passages leading to each of said cylinders at each side of said pistons, a source of com pressed fluid supply, a valve-seat having ports positioned therein corresponding to each 0 said pistons, a valve chest mounted upon said valve-seat and connected with said source of supply, and a valve co acting with said valve-seat adapted upon movement in either direction from a predetermined position, to place in connection with said valvechest one of said passages leading to one of said cylinders and one of said passages leading to the other of said cylinders.

11. In mechanism of theclass described, in vcombination, a source of power, a member adapted to be driven therefrom, power transmitting means comprising positive-,and friction clutches interposed between and con-. necting said sources of power and said driven member, a pair of cylinders, pistons within each of said cylinders, said pistons being respectively connected with and adapted tov actuate said positive and said friction clutches, means provided with a pluralit of passages leading to each of said cylin ers, one of said passages leading to each of said cylinders at each side of said pistons, a source of compressed fluid Suppl}, a valveseat having ports positioned therein corresponding toeach of said passages, a valvechest mounted upon said valve-seat and connected with said source of supply, a valve co-acting with said valve-seat adapted,upon movement in either direction from a predtermined position, to place in connection with said valve-chest one of said passages leading to one of said cylinders and one of said assages leading to the other of said cylin ers, means connected with said valve and controlling the position thereof, and a hand-lever'connected with and adapted to actuate said last-mentioned means.

12. In mechanism of the class described, in combination, power-controlling means, speed-changing means, a'pai r of cylinders, pistons within said cylinders respectivel connected with and adapted-to actuate eac i of said means, a source of compressed fluid supply, and means adapted, upon movement in a single direction, to admit fluid from said source of supply successively to one side of one of said c linders, to one side of the other of said cylinders and to the other side of said first cylinder. w

13. In mechanism of the class described,

in combination, power-controlling means,. speed-changing means,' a palr of cylinders,

pistons within said cylinders respectively conne ed w th aad ad pted 'teactuate each in combination,

of said means, a source of compressed'fl'liid supply, and means adapted, upon movement in a single direction, to admit fluid from said source of supply successively to one side of one of said cylinders, to one side of the other of said cylinders and to the other side of said first cylinder and simultaneously to open the first side of said first cylinder to the exhaust.

14. In mechanism of the class described, in combination, power-controlling means, speed-changing means, a pair of cylinders, pistons within said cylinder respectively connected with and adapted to actuate each of said'means, a source of compressed fluid supply, and means adapted, upon movement in a single direction, to admit fluid from said source of supply successively to one side.

,in combination, power-controlling means,

speed-changing means, a air of cylinders, apiston in one of said cy inders connected with said first-mentionedmeans, a piston in the other of said cylinders connected with said second-mentioned means, a source of compressed fluid supply, and means adapted, upon movement in a single .direction from a position in which fluid is admitted from said source of supply to one side of said first piston, successively to admit fluid to one side of said second piston and to admit fluid to the other side of said first piston and openthe first side of saidfirst piston to t-he exhaust and, upon being returned to side of said first piston to the exhaust and open the first side of said first piston to said source of supply.

16. In mec anism of the class described,

speed-changing means,

a pair of cylinders, a plston in one of said cylinders connected with and adapted to actuate said power-con:

trolling means, apiston in the other of said cylinders connected with and adapted to actuate said speed-changing means, means provided with a passage leading to one side of said first piston, a pair of passages'leadr ing to the other side thereof and passages leading respectively to each side of said second piston, -a valve-seat provided with ports corresponding to each of said passages, a source'of compressed fluid supply communicating with said valve-seat, an

valve co-acting with said valve-seat adapted in a predetermined positionto open said first passage to said source of upply and power controlling means,

. said position, successively to open the second.

close the remaining passage thereto and, upon movement for a predetermined distance in a prcdcteii'niined direction, to open one Of said third passages to said source of? supply and the other thereof to the exhaust and, upon a further movement in the same direction, to open said firstpassage to the exhaust and one of said second passages to said source of supply and close the other oi said second passages.

, 17. In mechanism of the class described, in combination, power controlling means, speed-changiiig means, a pair of cylinders, a piston in one of said cylinders copnected with and adapted to actuate said powercontrolling means,-a piston in the other of said cylindersconnccted with and adapted to actuate said speed-changing means, means provided with a passage leading to one side of said first piston, a pair of passages leading to the other side thereof and passages leading respectively to each side of said second piston, a valve-seat provided with ports corresponding to each of said pas sages, a source of compressed fluid supply communicating With said valve-seat, and a valve co-acting with said valve-seat adapted, in a predetermined position, to open said first passage to said source of supply and close the remaining passages thereto and, upon movement for a predetermined distance in a predetermined.direction, to open one of said third passages to Mid source of supply and the other thereof to the exhaust and, upon a further movement in the some direction, to open said first passage to the exhaust and one of said second passages to said source of supply and, upon movement in. an o posite direction from said predetermine 'position, for a predetermined distance, to open the second of said third passages to said source of supply and the firstme'ntioned of said third passages to the exhaust and, upon, a further movement in the same direction to open said first passage to the exhaust and one of said second passages to said source of supply. i

described,

18. In mechanism of the class in combination, power-controlling means, speed-changing means, a pair of cyhnders, a piston in one of said cylinders connected with m1dadapted to actuate said powercontrolling means, a piston in the other of said cylinders connected with'and adapted to actuate saidspeed-changing means, means provided with a passage leading to one side of said first piston, a min: of passages leading to the other side 0 said first piston, and

passages leading respectively to each side of,

said second piston, a valve-seat provided with ports corresponding to each of said passages, a source of compressedfluid sup- .pl commumcatmg with said valve-seat, a

va ve co-actingwith said valve-seat-adapted,

in a predetermined position, to open said first passage to said source of supply and close the remaining passages thereto and,-

exhaust and one of said second passages to said source of supply and, upon movement in an op i o's'it lirection from said predetermined position for a predetermined distapce, to open the second of said third passages to said source of supplyv and the first mentioned of said third passages to the ex haust and, upon a further movement in the same direction to open said first assage to the exhaust and one of said second passages to said source of supply, and a hand lever connected with and adapted to control the position of said valve. i

19. In mechanism of the class described, in combination, power controlling means, speed-cl1enging means, a air of cylinders, a piston in one of said cy inders connected with and adapted to actuate said ower-controlling means, a piston in the ot. er of said cylinders connected with and adapted to actuate said speed-changing means, means provided with a passage leading to one side of saidfirst piston, a pair of passages leading to the other side thereofandfpass'uges.

municuting with said valveseat, a. valve co;

acting with. said valve-seat adapted, in a predetermined position, to open said first passage to said source of supply and close the remaining passages thereto and, upon movement for a redetermined distance in a predetermined direction, to open one of said third 'aassages to said source of supply and the ot er thereof to theexhaust and, upon a further movement in the some direction, to open said first assage to the exhaust and one of said secont'Ppassagesto said source of supply and, upon; movement in an opposite direction from lsaid predetermined position for a predetermined distance, to open the second-mentioned. of said third passages to said source of supply and the other of said thirdpassages to the exhaust and, upon a further movement in the same direction to open said first passage to the exhaust and one of said second passages to said source of supply, a hand lever connected with and adapted to control the position of said valve,

and locking means co-acting with said hand speed-changing means, a pair of cylinders,

pistons Within said cylinders respectively connected with and adapted to actuate said power-controlling and said speed-changing means, means provided with a passage leading to each cylinder at each side of said pistons, a valve-seathaving ports corresponding to each of said passages, a source of compressed fluid supply, and a valve eo-acting with said valve-seat and controlling the admission of fluid from said source of supply to said passages adapted in one position to admit fluid from said source of supply to one of said passages leading to each of said cylinders, and to open the remaining pasto each of said cylinders to the exhaust, in a second position to reverse the connections of the passages leading to said first-mentioned cylinder to the source of supply and the exhaust, in a thirdposition to reverse the connections of said secondnnintioncd cylinder, and in a fourth position to n'iaintain the connections of said secondmentioned cylinder and again reverse the connections of said first-mentioned cylinder.

21. In mechanism of the class described, in combination, power-controlling means, speed-changing means, a pair of cylinders, pistons within said cylinders respectively connected with and adapted to actuate said power-controlling and said speed-changing nun-us, means provided with a passage lead ing to each cylinder at each side of said pistons, valve-seat having ports corresponding to each of said passages, a source of compressed fluid supply, and a valve coacting with said valve-seat and controlling the admission of fluid. from said source of supply to said passages adapted in one posi 'tion to admit'fiuid from said source of supply to one of said passages leading to each of said cylinders, and open the remaining passage to each of said cylinders to the exhaust, in a second position to reverse the connections of the passages leading to said first-mentioned. cylinder to the source of supply and the exhaust, in a third posit-ion to reverse the connections of said sccondancntioned cylinder, and in a fourth position to maintain the connections of said secondmentioncd cylinder and again reverse the connections of said first-mentioned cylinder, said valve being adapted successively to assume said positions in said order.

22. In mechanism of the class described, in combination, power-controlling means, speed-changing means, a pair of cylinders, pistons Within said cylinders respectively connected With'and adapted to actuate said powencontrolling and said s 'ieed-cl'ianging means, means provided with a passage leading to each cylinder at each side of said pistons, a valve seat having ports corresponding to each of said passages, a source of compressed fluid supply, and a valve co-acting with said valve-seat and controlling the admission of fluid from said source of supply to said passages adapted in one position to admit fluid from said source of supply to one of said passages leading to each of said cylinders, and to open theremaining passage to each of said cylinders to the exhaust, in a "second position to reverse the connections of the passages leading to said first-n'icntioned cylinder to the source ofsupply and the exhaust, in a. third position to reverse the connections of said second-mentioned cylinder, in a fourth position to maintain the connections of said second-mentioned cylinder and again reverse the connections of said firstmentioncd cylinder, and in a fifth position to connect one of said passages leading to said first cylinder to said source of supply, and the other thereof to the exhaust, and close both of said passages leading to said second cylinderto saidsource of supply.

- In testimony whereof I afiix my signature, in the presence of two witnesses.

GHAs. L. DUNDEY, H. P. VAN ARSDALE. 

